United States of America

Shortly after climbing and leveling at 6,000 feet, the right engine bmep gage indicated a rapid power loss and the right engine rpm 'increased out of control' to about 3,100 rpm. The aircrew retarded the right throttle and reduced the right engine to 2,100 rpm by using the prop increase/decrease toggle switch. The aircrew were unable to feather the right propeller or maintain altitude, so they diverted to the nearest airport (Walker County). While turning downwind for runway 09, the right engine fire indicator activated and the copilot confirmed a fire. Both fire bottles were discharged and the right propeller stopped rotating. Injection water for the left engine was exhausted and the left engine began backfiring. The captain then maneuvered and landed on runway 27. After touchdown, the right main tires failed, the aircraft veered off the right side of the runway and hit a ditch and the gear collapsed. An exam revealed the #6 cylinder link rod and/or piston in the right engine had failed, resulting in further damage to the engine and #6 cylinder. Subsequently, fire and heat caused the right engine to seize and also damaged the right main tires which failed at touchdown. All 39 occupants were evacuated, among them two passengers were seriously injured.

The aircraft crashed during an ILS approach following an engine power loss while on an air taxi freight flight. The pilot related that at about 550 feet on the approach to runway 23 the left engine fuel pressure warning light illuminated and the left engine lost power. The pilot opened the crossfeed valve and shortly the right fuel pressure warning light illuminated followed by a loss of power on the right engine. Investigation revealed that there is one fuel gauge for the tank system and a selector switch must be activated to determine the fuel quantity in any desired tank. The pilot's action in selecting crossfeed and not closing the fuel shut off valve allowed fuel to be diverted from the operative right engine resulting in a loss of power due to fuel starvation. The pilot, sole on board, was seriously injured.

The pilot had flown from Carson City, NV to Shreveport, LA on 12/10/84 for business. At 1530 on 12/12/84, he departed on a flight to Corona, CA with refueling stops at Albuquerque, NM and Phoenix, AZ. He departed Phoenix at 2100, but encountered weather and returned to Phoenix where he refueled again and obtained a lengthy weather briefing. He then elected to return to his home airport at Carson City and took off at 2351. When the aircraft did not arrive, a search was initiated. Radar data revealed an unidentified target that disappeared near Genoa, NV. During a search in that area, the wreckage was found where the aircraft had crashed near the top of a mountain about 5 miles north of the pilot's home. The elevation was approximately 9,050 feet. Impact occurred on a westerly heading, about 2 hours before moonset, on the shaded side of the mountain, in a near wings level attitude. No preimpact/mechanical malfunction/failure was found, both engines/propellers showed evidence of power. The pilot's wife said he sometimes flew over their house to let her know he would be home soon. Complete autopsy/tox check not possible.

On final approach to Davison AAF, the crew encountered foggy conditions and failed to realize his altitude was insufficient when the aircraft struck trees and crashed in a wooded area. All four occupants were killed.
Crew:
Cw3 Richard N. Blunt, pilot,
Cw2 John D. Hensley, copilot.
Passengers:
Ltc James E. Palmer,
Msg William Reeves.

The aircraft departed the airport with one dry air pump inoperative and the other pump reading low. Aircraft control was lost during an instrument approach in IMC approximately 2.5 hours later. Both pump driveshafts were found sheared in the wreckage and both broken shaft surfaces showed polished surfaces. During further testing it was discovered that tape or pipe dope had been used in the threading of the intake and outflow fittings of the left pump. No contaminants were found in the right pump but the pump wall inner surfaces gap was approximately .005 inch. This gap is approx 50% over the allowable tolerance for a serviceable air pump. The pressure regulator valve to the attitude indicator gyro and the compass gyro were examined and found to require pressure exceeding normal requirement standards. Both occupants were killed.

At 18:12, flight 1039 was cleared for takeoff from runway 31. At 18:13, while over the departure end of the runway and climbing through 600 feet, the crew acknowledged a frequency change. Thirty seconds later, the airplane was seen in a steep a descent near the extended centerline of the runway. The Bandeirante struck the ground 7,800 feet beyond the departure end of runway 31 and 85 feet to the right of the extended runway centerline in an inverted nose down attitude, after which it caught fire and burned. Before ground impact, the horizontal stabilizer, including bulkhead No. 36, had separated from the fuselage. Both elevators and elevator tips, the tail cone assembly, and the aft portion of the ventral fin also had separated in flight. All 13 occupants were killed.

The aircraft was used by the NASA to test fuel fire retardant and crashed upon landing without any passengers or crew on board. The aircraft was destroyed by impact forces and a post crash fire.

According to the pilot, shortly after takeoff the aircraft began to pitch up, decelerate, and roll right. He reduced power and lowered the nose in an unsuccessful attempt to regain control. There were no mechanical malfunctions reported. Both occupants were injured.

While on final approach to runway 09 the aircraft struck a 42 feet power pole with the right wing. The wing was torn from the aircraft. The aircraft landed inverted 400 feet east of the pole. The runway threshold lights are displaced 165 feet from the runway end for night operations. Reil lights are located at the runway end. A power line crosses the extended centerline 825 feet west of the runway end. Red obstruction lights mark the tops of the poles. On the night of the accident the obstruction lights were inoperative. Witnesses reported that the aircraft appeared to be flying lower than normal in the traffic pattern. Both occupants were killed.

The pilot was carrying illegal cargo (marijuana) in N4001Q. During a low high speed pass at night over an intended landing area, the aircraft struck rising terrain. There was approximately 800 lbs of marijuana on the aircraft. The aircraft was destroyed and the pilot, sole on board, was killed.